EP0045988B2 - Führungsschienenanordnung für ausfahrbare Flügelklappen - Google Patents

Führungsschienenanordnung für ausfahrbare Flügelklappen Download PDF

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Publication number
EP0045988B2
EP0045988B2 EP81200792A EP81200792A EP0045988B2 EP 0045988 B2 EP0045988 B2 EP 0045988B2 EP 81200792 A EP81200792 A EP 81200792A EP 81200792 A EP81200792 A EP 81200792A EP 0045988 B2 EP0045988 B2 EP 0045988B2
Authority
EP
European Patent Office
Prior art keywords
gear
slat
wing
track
channel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP81200792A
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English (en)
French (fr)
Other versions
EP0045988B1 (de
EP0045988A1 (de
Inventor
James Byron Cole
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Boeing Co
Original Assignee
Boeing Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=22649531&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0045988(B2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Boeing Co filed Critical Boeing Co
Publication of EP0045988A1 publication Critical patent/EP0045988A1/de
Publication of EP0045988B1 publication Critical patent/EP0045988B1/de
Application granted granted Critical
Publication of EP0045988B2 publication Critical patent/EP0045988B2/de
Anticipated expiration legal-status Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
    • B64C13/24—Transmitting means
    • B64C13/26—Transmitting means without power amplification or where power amplification is irrelevant
    • B64C13/28—Transmitting means without power amplification or where power amplification is irrelevant mechanical
    • B64C13/34—Transmitting means without power amplification or where power amplification is irrelevant mechanical using toothed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/14—Adjustable control surfaces or members, e.g. rudders forming slots
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/14—Adjustable control surfaces or members, e.g. rudders forming slots
    • B64C9/16—Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/14—Adjustable control surfaces or members, e.g. rudders forming slots
    • B64C9/16—Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing
    • B64C9/20—Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing by multiple flaps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/14—Adjustable control surfaces or members, e.g. rudders forming slots
    • B64C9/22—Adjustable control surfaces or members, e.g. rudders forming slots at the front of the wing
    • B64C9/24—Adjustable control surfaces or members, e.g. rudders forming slots at the front of the wing by single flap

Definitions

  • the invention relates to a mechanism for extending a high-lift device auxiliary airfoil as defined in the pre-characterizing portion of the claim.
  • a mechanism of the aforementioned kind has been known from US-A-1 917 428. It comprises an arcuate arm which over a first part of its length forms a carrier track guide between upper and lower rollers and over a second portion of its length has gear teeth cut into its upper surface for meshing with a pinion drive gear.
  • a mechanism of a similar kind is known from US-A-3 089 666. It has a carrier track with a laterally projecting rack portion having gear teeth cut into a lower surface thereof for meshing with a pinion drive gear.
  • the track is the main support for the aerodynamic loads imposed on the operatively airfoil, any notches or irregularities in the upper or lower surface of the track, such as the gear teeth, set up a notch stress condition that compromises the structural strength and stress safety, which is unacceptable for modern commercial passenger carrying airplanes.
  • US-A-2 298 264 discloses a mechanism for controlling differential movement of two arms carrying a wing leading edge slat.
  • Each arm comprises a carrier track of I-shaped cross section, on which a toothed section is formed by a length of chain or gear rack fixed at its ends to the vertical web of the track and facing sidewards for lateral engagement by a pinion gear.
  • the gear rack is not protected against accumulation of dirt or matter which might interfere with the meshing engagement of the pinion, thus presenting a safety hazard.
  • US-A-2 346 424 shows a rack mechanism comprising a pinion gear in combination with a compound rack member.
  • This mechanism does not comprise a single-piece gear rack.
  • the rack member consists of a slack chain composed of a large number of parts, stiffened by incorporating it into a slotted tube.
  • An object of the invention is to provide a mechanism of the kind set forth above which does not have the aforementioned disadvantages and can comply with present safety standards. This object is obtained with a mechanism according to the invention as defined in the claim.
  • the carrier track forming the support member does not have notches so that no stress condition is set up.
  • the carrier track and the gear rack can be of different materials and can be heat- treated differently, so as to provide the optimum hardness and structural strength characteristics for stress safety.
  • the inner facing sides of the interior channel form a raceway for maintaining the pinion drive gear.
  • the gear rack teeth are protected from accumulating dirt or material that would jam the gear meshing relationship with the pinion drive gear.
  • An advantage of positioning the gear rack segment up inside the channel of the support track is that it allows the pinion drive gear to be positioned up higher into the wing cavity and reduces the possibility of protrusion or bulging from the lower surface of the wing to provide clearance.
  • Another advantage is that the installation of the combination of a slat support track and gear rack segment requires a minimum number of cutouts through the fixed wing leading edge; whereas, with known actuating systems incorporating ball-screws or linear actuators, an additional pair of cutouts is required per slat panel, thereby increasing aerodynamic drag.
  • Fig. 1 is a plan view of an outboard, leading edge section of an airplane wing 15 having a front wing spar 17, leading edge ribs 18, main rib members 19 and a spanwise series of slat panels 20 along the wing leading edge.
  • a power drive system is mounted spanwise along the front wing spar 17 for extending or retracting the slat panels 20 relative to a fixed wing leading edge; and comprises: a power drive unit (not shown) such as a hydraulic or electric drive motor for rotating a spanwise series of axially aligned shafts or torque tubes 21, at a relatively high speed.
  • the high speed shafts 21 operate the extension or retraction mechanism of the slat panels 20 through a speed reducer and torque converter unit hereinafter referred to as rotary actuator 22.
  • Each of the rotary actuators 22 is shown mounted adjacent to a pair of wing leading edge ribs 18 which straddle a slat support track 23 having a gear rack segment 24 and pinion drive gear 25 splined to the output drive shaft of the rotary actuator 22.
  • the high speed shafts 21 operate through the rotary actuators 22 and function to controllably tie and synchronize one slat panel to its adjacent slat panel, without any additional slat drive synchronization mechanism being required.
  • Fig. 2 is a chordwise cross-sectional view taken in the direction indicated by the line 2-2 of Fig. 1 and shows a wing leading edge slat 20 at a fully retracted position whereat it completes the leading edge aerodynamic profile of the wing airfoil section for the cruise flight mode of airplane operation. Due to limited cross-sectional thickness of the airfoil at the location of the spanwise outboard slat panel 20, there is a limited stowage volume for a slat actuating mechanism.
  • a preferred embodiment of the present invention which relates to the combination of a slat support track 23 and a gear rack segment 24 that meshes with a pinion drive gear 25, is capable of being housed completely within the leading edge airfoil section envelope of the wing; and this combination is capable of providing the relatively large amount of travel required for slat panel extension or retraction.
  • Fig. 3 is a chordwise cross-sectional view similar to Fig. 2 with the slat panel 20 extended, by the preferred embodiment of a track extension mechanism, to a forward operating position; whereat, an aerodynamic slot 30 is formed between the leading edge of the fixed wing structure and the trailing edge of the extended slat panel 20; and this slat position is generally used for the landing mode of airplane operation.
  • the fixed leading edge section of the wing comprises: an upper surface skin panel 15A, a lower surface skin panel 15B, and the upper and lower skin panels 15A and 15B are attached to a rigid leading edge nose structure 15C having a spanwise nose beam 16; and this entire structure is supported by chordwise wing ribs 18 which are fixedly attached to a spanwise structural member such as the front wing spar 17.
  • Each individual slat panel 20 is supported in the extended operating position shown in Fig. 3 by the curved track 23 which is mounted on rollers 26 having their rotational axis fixed to the wing rib 18.
  • These curved slat support tracks 23 are main carrier tracks for the slat panels 20.
  • the forward end of these tracks 23 is pivotally connected at 27 to the slat panels 20; and the arcuate extension or retraction motion of the main carrier tracks 23 is about a theoretical center-of-rotation (not shown).
  • Each individual slat panel 20 is supported in the extended position shown in Fig. 3 by the curved track 23 having an internally mounted gear rack segment 24 which engages the pinion drive gear 25.
  • Fig. 4 is an exploded perspective view of the slat support track 23 having a gear rack segment 24 as a separate element, fastened within the channel of the hat-shaped cross section of the track by bolts 28 and nuts 28A.
  • the gear rack segment 24 is not made integral with the support track 23; and each of them: is of a different material, is heat treated differently, and has a different hardness and strength characteristic.
  • the support track material is a 4340 MOD high heat treat alloy steel, high heat treated to 270-300 ksi (1860-2070 MPa). Further, it is desirable to keep them as separate elements; because, the root of the gear tooth profile is more susceptible to crack propagation when subjected to high tension stresses.
  • Figs. 5, 6, and 7 are sectional views taken along the lines 5-5, 6-6, and 7-7 respectively of Figs. 2 and 3.
  • the drive gear25, track 23 and rollers 26 are centered spanwise between a pair of wing ribs 18 which provide a structurally straddled support.
  • the axially aligned series of high speed shafts 21 rotate within the approximate range of 600 to 1,000 r.p.m. and go into and through actuators 22 which comprise a planetary gear mechanism of about a 200:1 reduction ratio and which rotate a splined output sleeve 29 at a relatively slow rate of speed.
  • the actuator output sleeve 29 is splined to drive gear 25 which meshes with gear rack segment 24 to extend or retract the slat panel 20.
  • the spanwise series of high speed shafts 21 function to synchronize the extension or retraction sequence of the spanwise series of slat panels 20.
  • a ball-screw jack or a linear actuator with one end pivotally connected to the slat panel and the other end connected to the front wing spar, as in generally known slat extension systems, could be used to produce a maximum slat extension similar to the present invention; however, the distance between the wing leading edge 15C and the front spar 17 is a fixed amount which limits the length of a linear actuator. This distance is usually inadequate for maximum extension even when the attachment points are located as far forward in the slat nose structure, and as faraft against the front spar 15 as possible. When this is done, the design is further compromised because the actuator attachments have poor accessibility and complicate the slat and spar structures.
  • the gear rack segment 24 is located up inside the channel of the slat support track 23 and this allows the drive gear 25 to be raised up higher into the wing cavity so that it will not protrude below the lower surface of the wing.
  • the outboard slat panel 20 shown in the plan view of Fig. 1 because wings generally taper in plan-form and thickness toward the tip, the airfoil cross-sectional area forward of the front wing spar 17, in generally known slat extension systems, is such that there is insufficient area for installing said known systems and still be capable of producing the amount of slat travel or extension distance of the present invention, without extreme complexity.
  • the slat support track has to fit within the cross-sectional contour area of the wing airfoil section and there has to be a certain amount of space left at the top of the wing cavity for structural support material. Also, in order to aerodynamically program the slat panel extension positions, a certain amount of space, both above and below the track, is necessary for properly locating and mounting the rollers that support the track.
  • the operating positions of the slat panel, for producing satisfactory aerodynamic characteristics, substantially determines the location of the track and rollers; and in most cases, the track will be positioned closer to the upper surface of the wing because of the curvature of the track which follows the upper surface curvature.
  • the largest space that remains in the airfoil envelope for locating an actuating mechanism is that area between the track and the lower surface of the wing. Even though this is the largest remaining area for placement of an actuating mechanism it is still critical in depth because the most outboard airfoil cross-sectional contour, at the location of the outboard slat panel, is quite slender in comparison to an inboard slat panel location where it is quite thick. Therefore a close relationship between the center line of the track and axis of the drive gear, as shown in the present invention, is important since it provides a minimum depth actuator envelope for fitting the drive combination within the critical outboard cross-sectional area.

Claims (1)

1. Mechanismus zum Ausfahren einer Flügelvorderkanten-Vorflügel-Hochauftriebseinrichtung (2) relativ zu einem Hauptflügel (15), umfassend: eine mit der Hochauftriebseinrichtung verbundene Trägerschiene (23), die sich im wesentlichen profilsehnenweise bezüglich des Hauptflügels erstreckt und einen gezahnten Abschnitt umfaßt; Führungsmittel, die an dem Hauptflügel befestigt sind und obere und untere Rollen (26) in Kontakt mit der oberen und unteren Oberfläche der Trägerschiene (23) zum Halten derselben sind; ein Antriebszahnrad (25), das dazu geeignet ist, zum Ausfahren und Einfahren der Hochauftriebseinrichtung in kämmenden Eingriff in dem gezahnten Abschnitt einzugreifen, wobei sich das Antriebszahnrad (25) spannweitenweise zwischen einem Paar von Flügelrippen (18) befindet, die einen strukturell eingabeinden Halter Lagerung für das Antriebszahnrad (25) vorsehen; dadurch gekennzeichnet, daß
a) die Trägerschiene (23) einen hutförmigen Querschnitt hat, nämlich einen umgekehrt U-förmigen Querschnitt, der einen nach abwärts gerichteten Kanal entlang der Länge derselben definiert, wobei jeder der vertikalen Stege des Kanals mit einem sich nach auswärts erstreckenden Flansch an seinem unteren Rand ausgebildet ist;
b) der gezahnte Abschnitt von einer Einstück-Zahnstange (24) gebildet ist, die separat von der Trägerschiene (23) ausgebildet und innerhalb des Kanals mit ihren Verzahnungszähnen nach abwärts gewandt angebracht und mittels mehrerer voneinander beabstandeter Befestigungselemente (28, 28A), welche sowohl durch die vertikalen Stege der Trägerschiene (23) als auch durch die Zahnstange (24) oberhalb der Zähne hindurchgehen, befestigt ist;
c) die Tiefe des Kanals größer als die Höhe der Zahnstange (24) ist und sich die Zahnstange vollständig aufwärts innerhalb des Kanals befindet, so daß die inneren zugekehrten Seiten des Kanals die Zahnstangenzähne vor Schmutz oder Material, welches die Zahnkämmbeziehung mit dem Antriebszahnrad (25) stören würde, schützen; und
d) die oberen und unteren Rollen (26) jeweils mit dem Querteil der umgekehrt U-förmigen Trägerschiene (23) und der unteren Oberfläche von beiden sich nach auswärts erstreckenden Flanschen derselben in Kontakt sind und sich spannweitenweise zwischen dem Paar von Flügelrippen (18), welche einen strukturell eingabeinden Halter für die Rollen (26) vorsehen, befinden.
EP81200792A 1980-08-13 1981-07-08 Führungsschienenanordnung für ausfahrbare Flügelklappen Expired - Lifetime EP0045988B2 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US17767580A 1980-08-13 1980-08-13
US177675 1980-08-13

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP87200084.9 Division-Into 1981-07-08
EP87200084A Division EP0227643A3 (de) 1980-08-13 1981-07-08 Führungseinbau für einen ausziehbaren Tragflügel

Publications (3)

Publication Number Publication Date
EP0045988A1 EP0045988A1 (de) 1982-02-17
EP0045988B1 EP0045988B1 (de) 1987-11-19
EP0045988B2 true EP0045988B2 (de) 1993-10-06

Family

ID=22649531

Family Applications (2)

Application Number Title Priority Date Filing Date
EP81200792A Expired - Lifetime EP0045988B2 (de) 1980-08-13 1981-07-08 Führungsschienenanordnung für ausfahrbare Flügelklappen
EP87200084A Ceased EP0227643A3 (de) 1980-08-13 1981-07-08 Führungseinbau für einen ausziehbaren Tragflügel

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP87200084A Ceased EP0227643A3 (de) 1980-08-13 1981-07-08 Führungseinbau für einen ausziehbaren Tragflügel

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EP (2) EP0045988B2 (de)
DE (1) DE3176530D1 (de)

Families Citing this family (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4706913A (en) * 1982-12-28 1987-11-17 The Boeing Company Variable camber leading edge assembly for an airfoil
WO1984002506A1 (en) * 1982-12-28 1984-07-05 Boeing Co Variable camber leading edge assembly for an airfoil
US4475702A (en) * 1982-12-28 1984-10-09 The Boeing Company Variable camber leading edge assembly for an airfoil
US4585192A (en) * 1983-03-30 1986-04-29 British Aerospace Public Limited Company Leading edge arrangements for aircraft wings
US4753402A (en) * 1985-12-30 1988-06-28 The Boeing Company Biased leading edge slat apparatus
GB8711252D0 (en) * 1987-05-13 1987-07-15 British Aerospace High lift device
US5161757A (en) * 1989-07-31 1992-11-10 The Boeing Company Extending bent shaft flap drive
GB2304656B (en) * 1995-08-26 1999-10-13 British Aerospace Deployment mechanisms for aircraft auxiliary aerofoils
DE19925560B4 (de) * 1999-06-04 2004-04-22 Deutsches Zentrum für Luft- und Raumfahrt e.V. Zusatzflügel für Hauptflügel von Flugzeugen
GB2429441B (en) * 2005-08-25 2011-02-23 Gkn Aerospace Transparency Systems Aircraft wing slat
ATE462644T1 (de) 2005-08-25 2010-04-15 Gkn Aerospace Services Ltd Vorflügel für eine flugzeugtragfläche
EP1972547A1 (de) * 2007-03-21 2008-09-24 Asco Industries Flügelvorderkantenvorrichtung
GB0722425D0 (en) 2007-11-15 2007-12-27 Airbus Uk Ltd Slat support funk plate
GB0810460D0 (en) * 2008-06-09 2008-07-09 Airbus Uk Ltd Support assembly
GB0816022D0 (en) * 2008-09-03 2008-10-08 Airbus Uk Ltd Slat support assembly
EP3299278B1 (de) * 2016-09-23 2020-06-03 Airbus Operations GmbH Vorflügelverfolgungsvorrichtung für einen flugzeugflügel
US11814156B2 (en) 2019-06-21 2023-11-14 Airbus Operations Gmbh Actuation unit for actuating a foldable wing tip portion of a wing for an aircraft

Family Cites Families (9)

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US1917428A (en) * 1927-12-17 1933-07-11 Uppercu Burnelli Corp Aircraft
US1914797A (en) * 1931-12-14 1933-06-20 Clarence P Baker Roller gearing
DE643682C (de) * 1935-07-16 1937-04-16 Joseph Ksoll Flugzeugtragflaeche mit in einer Ausnehmung ihres Normalprofils untergebrachter und aus diesem nach hinten in gerader oder gekruemmter Bahn verschiebbarer Stellflaeche
DE720038C (de) * 1939-07-08 1942-04-22 Arno Fischer Triebstockzahnstange zur Bewegungsuebertragung von Inneren eines im Wasser liegendenKoerpers aus auf ausserhalb des Koerpers angeordnete Verstellorgane o. dgl.
US2346424A (en) * 1943-01-02 1944-04-11 Fmc Corp Rack mechanism
US3089666A (en) * 1961-04-13 1963-05-14 Boeing Co Airplane having changeable thrust direction
DE1274448B (de) * 1962-12-21 1968-08-01 Ver Flugtechnische Werke Ges M Veraenderliches Hebelgetriebe zur Betaetigung der Steuerflaechen von Luft- und Wasserfahrzeugen
US3272458A (en) * 1964-12-08 1966-09-13 Gen Dynamics Corp Means for positioning a rotating wing slat device
JPS5940602Y2 (ja) * 1976-06-30 1984-11-19 オリンパス光学工業株式会社 精密機器の摺動装置

Also Published As

Publication number Publication date
EP0045988B1 (de) 1987-11-19
DE3176530D1 (en) 1987-12-23
EP0227643A2 (de) 1987-07-01
EP0045988A1 (de) 1982-02-17
EP0227643A3 (de) 1988-07-20

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